Explosive-engine



(N0 Model.) 2 SheetsSheet 1.

G. H.-ELLIS 81; J. F. STEWARD. EXPLOSIVE ENGINE.

No. 580,387. Patented Apr. 13, 1897.

(No Model.) 2 Sheets-Sheet 2.

e. H. ELLIS & J. P. STEWARD.

BXPLOSIVE ENGINE.

No 580,387. W Patented Apr. 13, 1897.

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GEORGE H. ELLIS AND JOHN F. STEWARD, OF CHICAGO, ILLINOIS.

EXPLOSlVE-ENGINE.

SPECIFICATION forming part of Letters Patent No. 580,387, dated April13, 1897.

Application filed December 26, 1895. Serial No. 578,812. (No model.)

To all whom it may concern.-

Be it known that we, GEORGE I-I. ELLIS and JOHN F. STEWARD, of Chicago,in the county of Cook and State of Illinois, have invented certain newand useful Improvements in EX- plosive-Engines, of which the followingis a full description, reference being had to the accompanying drawings,in which Figure l is a sectional plan view of our engine; Fig. 2, a sideelevation of same; Fig. 3, a cylinder end view; Fig. 4, a section of oneof the cylinder ends; Figs. 5 and 6, details of the oil-feeding devices;Fig. 7, a detail of the governor; Fig. 8, a detail showing the means ofsupporting the exhaust-moving gear, and

Fig. 9 a sectional view designed to show the cylinder structure.

We construct our cylinder -shell in two parts, making the outer portionof cast metal and the inner portion of drawn-steel tubing, leaving spacebetween the cast portion and the steel tubing for use as a water-jacket.

Our engine, as shown, is provided with two motor-cylinders, and in orderthat the momentum of the pistons, pitman, and crank may not have toomuch of a shaking effect we place the cranks oppositely upon theirshaft, so that while the reciprocating parts of one cylinder are movingin one direction they are counterbalanced by the like parts moving inthe opposite direction.

In the drawings, Ais the crank-shaft, having the cranks a and a and thebalancewheel a B and B are the cylinders. These we make of cast metal,so as to providelugs and bosses to which to secure the various parts andso as to easily form a Water-jacket and mixingchamber. Extending fromsuit-able lugs on the cylinders are the bars I), which connect thebearings for the crank-shaft thereto. To suitably connect all of thesesupports for the bearings of the crank-shaft, we provide the plate I),having openings through which the cranks and pitmen may play. i

. The inner Wall of the outer shell of the cylinder is formed with ribs0. These extend so far inwardly as to meet and fit closely to the outersurface of the inner shell 0 of each cylinder. It is preferable, we havefound,

after the parts are properly machined to en large the outer casing byheating it and force the inner casing in and then bore the lattercarefully.

In Fig. 1 the spaces 0 between the ribs 0 are shown. These spaces may beof any form as long as they are connected together, so that the Watermay circulate from one to the other. The main purpose of the ribs,however, is to strengthen the inner cylinder C, so that very thinmaterial may be employed therein and yet be suiliciently strong toresist the pressure in the cylinder due to explosion.

B and B are the cylinder-heads, the two formed in one piece and securedto the ends of the cylinder by means of bolts in the usual manner.

D and D are the exhaust-ports, formed in a chamber D that projects fromthe cylinder-head. Extending up from this chamber is the exhaust-pipe Dfor leading away the spent gases that pass out through the exhausts. Theexhaust-valves, alike in each cylinder, are shown in Fig. 4, where d isthe valve proper, d the valve-stem, d a spring for keeping the valveclosed, and d a flange secured to the end of the valve-stem, betweenwhich and the shell of the chamber ID the springs rest.

Extending from the end of the cylinder is the lug E, and pivoted theretothe lever 6, adapted to engage the ends of the valve-stems and force thevalves open when the lever is moved sufficiently. The mechanism formoving the lever may be best understood by reference to Fig. l, where eis a pinion upon the crank-shaft and e a gear of twice the diameter ofthe pinion mounted upon a stud supported upon the bars b. Upon this gearis the crank 6 and extending from the said crank to the lever e theconnecting-rod 6 having, for purposes of adjustment merely, theturnbuckle e In the figure the crank a is shown in the position itoccupies when the piston in the cylinder B has been carried to the outerend of its stroke. In this position the exhaust D should be open, and isso indicated by the fact that the lever e is in engagement with itsstern and in position to have forced it open. The exhaust-valve for thecylinder B is constructed the same as that for the cylinder 13 andoperated by the same lever, as will be readily understood fromthedrawings. Within the balance-wheel are pivoted the governor-balls F,suitably supported upon arms extending from the said pivots. The ballsare connected together by the spring f. The balance-wheel is of coursepermanently secured to the shaft, and upon the same shaft is the disk f,having notches upon opposite sides. This disk is secured to the shaft bymeans of a spline which causes it to rotate with the balance-wheel andgovernor-balls, but permits it to slide upon the shaft A. The face ofthe pinion e is formed to act as a friction-pad. Its surface may consistof the leather pad f, if desired.

f is a sheave freely placed upon the crankshaft between the disk f andthe pad f The tension of the spring f exerted upon the governor-ball,tending, as it does, to drive the latter together, forces the pad fagainst the sheave f and the latter in turn against the friction-pad f.The effect of this pressure is finally to force the sheave f to rotate,by friction, as the crankshaft rotates, when at rest or with the enginerunning slowly, but when the speed of rotation becomes sufficient tothrow the governor-balls F F outward the pressure upon the sheave f isreduced and it is allowed to rotate slower or stop altogether. Thissheave f is provided for the purpose of giving motion to the oil-feedingdevice, which is located upon the shaft G in suitable bearings upon thepillow-block g and secured to the cylinder. Upon this shaft is thesheave g and connecting the latter with the sheave f is the band Thefeeding device may be most easily understood by referring to Figs. 3, 5,and 6, where the parts are shown in section. Secured to the head end ofthe companion cylinders is the air and fuel feeding mechanism,consisting of a fine opening into the explosionchamber of the cylinderand having an airsupply pipe and a fuel-pipe that is to be supplied froma suitable reservoir.

h is the passage through which the mixture of air and vapor passes. h isthe air-flue, and k the opening through which the fuel enters. The part72/ may be considered as any kind of oil-reservoir.

I is the rotary oil-feeder. It is a truncated cone in form, secured tothe shaft G and adapted to revolve in a recess that exactly fits it. Therecess in which it revolves opens above in the reservoir 72 and belowinto the air passage-way h. (See Fig. 5.) The peripheral surface of thistruncated cone is provided with a large number of depressions. (Shown inFigs. 5 and 6.) It will be readily seen that While these cells ordepressions are in position to open into the reservoir the oil will fillthem, the bubbles of air rising to permit the same. As the feedingdevice rotates, the oil contained in the cells is carried downward untilthe opening into the air-passage h is reached, when it is free to fallaway or be blown out by the air drawn therethrough by the action of thepistons. best to direct the air well into the cells of this It isconsidered measuring device, so as to bring it in better contact withthe oil therein contained, so as to blow out the oil therefrom. For thisbetter purpose we deflect the air in that direction by the ledge h(Shown in Fig. 6.) The feeding device is operated, as before stated,from the crank-shaft by means of what may be considered afriction-clutch, adapted to be unshipped as the speed of the enginebecomes great. lVhile the engine is standing, no fueloil can escape, butas soon as it is put in motion the feeding device rotates and carriesthe oil to the air-flue and continues to do so as long as the enginemoves unless a high rate of speed is attained, when it is permitted tostop. In order that the conical feeding device may always fit the spacein which it is moved well, it is held therein by the spring 9 upon asuitable stem, having a collar against which the spring may press, andpassing into the end of the shaft G, the spring resting between thecollar and the support for the said stem g that is screwed into theeasing of the feeding-cell.

Cold water is led to the water jacket through the pipe (shown in Fig. 6)and out of the cylinders at any desired point. The water-jackets of thetwo cylinders are connected so as to avoid the necessity of more thanone inlet and outlet pipe. In order to give the air and vapor a goodopportunity to mix, we so make the outer case of the cylinder as to havea space that can serve as a mixing-chamber, which space surrounding theexplosion-chamber is always kept warm. The vapor thus warmed is found tomix with the air drawn in with it better than if left cold. TheWaterjacket proper terminates some distance from the head of thecylinder, and between this and the cylinder-head is the circumferentialspace H referred to. In Fig. 6 itis seen that the mixture passes intothis circumferential chamber H. The two mixing-chambers are so connectedin fact as to be but one, as shown by dotted lines in Fig. 3, and themixture descends directly therein and passes downward beneath the innercasing and up through the opening '5, (see Fig. 3,) thence downwardthrough the valves J. The valves J are springheld in precisely the samemanner as the exhaust-valves. The valve-stems, however, are guided inthe glands j. The latter is recessed so as to provide a free passage ofthe mixture through the opening t' and beyond the valve when the latteris opened. The action of the induction-valves depends wholly uponatmospheric pressure of the mixture. As the pistons move to draw in anew supply a partial vacuum is produced and the pressure of the mixtureforces the valves open.

IIO

Our oil-feeder may be considered as a device that by its movementscarries a succession of drops of oil from the supply-chamber to theair-flue or such other place for mixing the air and oil vaporconstantly, unless abnormal speed of the engine makes such adisconnection as to permit it to stop when the succession of dropsceases, until by the action of the governor the flow is again permitted.

We are aware that oil-supplying devices adapted to inject a quantity ofoil into the air-chamber at each desired stroke of the engine have beenused, and the quantity of oil thus injected regulated by a governor, butwe do not claim, broadly, circulating the supply of oil by means of agovernor.

What we claim as our invention, and desire to secure by Letters Patent,is

1. In an explosion-engine, a cylinder consisting of a strong outercasing having inwardly-projecting supports and a thin inner casing, thewater-jacket and circumferential mixing-chamber formed between the twosaid parts of the cylinder, substantially as described.

2. In an oil-engine, an air-fiue, afuel-feeding pipe adapted to enterthe same, and interposed between said air-flue and fuel-feeding pipe, anoil-feeder having measurin g-cells that may be filled by the fuel-oiland, by the movement of the said feeding device, delivered from thefuel-pipe to a tangential airblast forced through the said air-flue,substantiallyas described.

3. In an oil-engine, the air-flue, the fuelsupply pipe, the conicalspring-held rotary feeder located in an oil-tight chamber between thesaid fuel-pipe and the said air-flue, substantially as described.

4.. In an explosion-engine, an air-flue, an oil-supply pipe, a feederadapted to convey the oil from the said 0il-pipe to the said airfiue bymeans of measuring-cups formed in it, an oil-feeder-actuatin g mechanismlocated upon a constantly-running shaft of the engine, and there heldand caused to be rotated by friction-pads, said oil-feeder-actuatingmechanism suitably connected to the said oilfeeder, and the latter thusoperated, a governor adapted to be influenced by the velocity ofrotation of the said shaft and thus to release the friction of the saidfriction-actuated driving devices upon the said shaft, all combined,substantially as described.

5. In an oil-engine, an oil-feeder, a governor and friction-actuatedmechanism upon the constantly-running shaft suitably connected to thesaid oil-feeding device, the said governor so connected to the saidfrictionactuating mechanism as to release the pressure upon the latteras the governor-balls are thrown outward by increased momentum due toincrease of velocity, wherebythe said feeding mechanism is movedintermittently and its intermittent movements regulated by the speed ofthe engine, all combined, substantially as described.

6. In an oil-engine, an air-flue, an oil-supplying reservoir, a feederlocated between said air-flue and oil-supply pipe, said feeder adaptedto convey the oil from the supplyreservoir to the said air-flue byacontinuous movement when the engine is running at a normal speed,mechanism for transmitting movement to the said feeding device connectedtherewith and with a constantly-moving part of the engineby frictionconnections, a governor adapted to be influenced by the velocity of theengine and adapted to release the friction of the said friction-actingdevices, all combined, substantially as described.

7. In an oil-engine, an air-flue, an oil-supplying pipe, a feederadapted to convey the oil from the said oil-pipe to the said air-flue bymeans of measuring-cups formed in its surface, friction-impelledconnecting mechanism between the engine-shaft and the said oil-feeder,and a governor so connected to the friction-acting actuating device asto reduce the intensity of the friction-giving motion to the saidfeeding device, all combined, substantially as described.

8. In an oil-engine, an air-flue, an oil-supplying pipe, a feederadapted to convey the oil from the said oil-pipe to the said air-flue bymeans of measuring-cups formed in its surface, friction-impelledconnecting mechanism between the engine-shaft and the said oil-feeder, afeeder-actuating wheel located on the said shaft and there held andmoved by friction-pads, a governor so connected to said friction-pads asto release the pressure upon the said wheel whenever the speed of theengine exceeds its normal rate, and suitable connecting mechanism fromthe said wheel to the said oil-feeding device, substantially asdescribed.

GEORGE II. ELLIS. JOHN F. STEWARD. \Vitnesses:

ARTHUR JOHNSON, OHAs. A. STEWARD.

